Internal combustion engine



Feb. 18, 1941. M wHlTFlELD 2,232,579'

INTERNAL COMBUSTI ON ENGINE *J MARCY L. WHITPHLDDECEH SED T @www5 BY LELLIH LAW!LLIHMSADMINLSTRATRIX l Feb. 18, 1941. M. l.. wHrrr-'IELD 2,232,579

INTERNAL COMBUSTION ENGINE if job. f 7Ga BY LELLIA L.WILLIHMSHDMNlSTRTRlX Feb. 1s, 1941.

M. L. WHITFIELD INTERNAL coMBUsTIoN ENGINE Filled June 21, 1939 4 Sheets-Sheet .'5

Swan/Wto@ MHRCY L WHXTFIEL), DECESED LELLIR L. WILLIAMS ADMIN ISTRAT'RX Feb. 1s, 1941. M L, WHITFILD 2,232,579

l INTERNAL COMBUSTION ENGIVNE Filed June 21, 1959 4 sheets-sheet 4 MARCY 'Lwmfrmw DECEASED BY LELLIA LwuumsmmmSTRATRIX in an engine.

Patented Feb. 18, 1941 Marty L. Whitfield,

'lIhis y inventionrelates, .any internalv combus. tion engine andA toa method of operating same. Moreparticularly the invention relates-to an in` wherein thefuelimixture is introduced into a which, `after combustion, the combustion gases a. member ofthe high-pressure cylinder. Y

According to thel present invention, the'highe pressure cylinder and the-low-pressure cylinder form a unit, any member `ofwhich may be used as a compound four-stroke cycle engine requiring tworevolutions of the crankshaft to complete the second revolution of the cycle. In the pre` is made supercharging by drawing air into the low-pressure cylinder' during the upward non-` power stroke of the engine and compressing and pumping this air out of the low-pressure cylinder on the subsequent downward non-power stroke directlytinto thehigh-pressure cylinder or into a chamber connected tothe air intake ofthe highpressure cylinder Inl multiple unit engines the -several units may supercharge each other or they maybe supercharged from a chamber common to the several units.

high-pressure "cylinder an 4'the low-pressure cylinderA are lsoassociated and connected that loss of heat during the transfer of the partially expanded products of combustion from the highpressure cylinder to the low-pressure cylinder is reduced to'a minimum, thereby increasing the efficiency of the-engine. l f

In accordance `with the present invention a movable high-pressure cylinder is reciprocable about a stationary cylinder head and is unitary with `the piston of the low-pressure cylinder to reciprocate therewith. Thepiston of the lowmechanism which operatesthe high-pressure exhaust valve which controls the passage of gases from the high-pressure ycylinder to the low-pressurejcylinder, and since the engine operates on a fourestroke cycle, the'high-pressure exhaust valve opens only on every other revolution. The opening of the exhaust valve'is controlled by a tappet, operated by a` cam mounted on a cam shaft, and

sir-Mas i" 1g f, `2,232,579

Vm'rumwiL CoMBUs'rIoN ENGIM;`

.14 claims. lol. `fio-i5)A Y of sufcientrigidity to open the high-pressure exhaust valve against the pressure in the highternal combustion engine of the compound type high-pressure cylinder for combustion, and in' partially vexpand/to perform mechanical work on cylinder, and thereafter are caused to enter into a low-pressure cylinder for further expansion to perform addia tional work on the piston ofl the low-pressure The engine is designed to operate a` cycle, withboth power strokes occurring during' ferred' embodiment of the invention the engine Also according to the present invention, the' pressurel cylinder preferably includes the valve- 1 PAT OFFICE .y

y y deceased, late, of `Mount Gilead, Ohio, .by `Lcllia L. Williy a 'tratriin Mount Gilealoo, assigner to Lellia. `I

r, a. Y

f Application .time 21,119.39, serialNo. 280,380

ams, adminispressure cylinder at the end of the upward power stroke. f

The high-pressure exhaust valve vmechanism 5 which controls the passage of gases from the high-pressure cylinder to thelow-pressure cylinder isv of novel constructionand is adapted to overcome the objections to'the `operation of exhaust .valves which are closed by the impact of the valve face against a stationary member of the -engine Vwith resultant rapid deterioration of the valve seat and the. imposing `of considerable `stresses on the `valve members. The'shock of irnpact of the valve face against a stationary member of the engine is taken up byl a braking element 'which prevents the valve from'hitting the valve seat, and frictionally retains the valve stem in Lany position to which it is moved. Thus, at the end of the upward power stroke, the tappet pushes 1the valve stem downwardly against the effort of the braking element and the latter holds the stem in this downward position. As this piston moves downwardly on the next downward power stroke,

although the tappet vno longer engages the'stem, 25. the latter is kept from moving upwardlyj to its original position by the braking element thereby maintaining the high-pressure exhaust valve open. At the end-ofthe downward power stroke, the impact of the valve face against the stationary high-pressure cylinder -head lpushes the valve stem inwardlyagainst the effort of the brake element and since at the end of the downward stroke the valve seat of the lhigh-pressure ex'- haust valve is spaced however slightly from the surface ofthe stationary high-pressure vcylinder head, the valve will 'close to within a small distance of its seat. Thus, the entire impact will seat will be spared 'the high velocity impact of 40 the valve itself. The final seating of the valve takes place on the'next downward stroke `under pressure of supercharging air in the high-pressure cylinder, the small leakage around the periphery of the valve being insufiicientto prevent l seating of the valve by low-pressure air, if the brake element is properly adjusted. a

Also, according to the invention, the engine is provided with a fuel and air feeding mechanism of novel construction.

The preferred embodiment of the invention is K shown in the accompanying drawings and will be hereinafter described in detail. However, it is to be understood that the invention is not limited to the precise construction and arrangement shown,

asI

as modications and changes are contemplated and such must be considered to be included Within the scope of the claims.

In the drawings:

Fig. 1 and Fig. 1a represent a, view of an engine embodying the invention, said view being taken on line a-a of Figs. 2 and 2a but with the crankshaft at low dead center.

Fig. 2 and Fig. 2a are a vertical section view taken on line b-b of Figs. 1 and 1 but with the crankshaft at top dead center.

Fig. 3 is a view showing a part of mechanism for actuating the air and fuel valves.

vertical section spaced by a bearing housing I l). Outside the crank case, the crankshaft H and l2.

packing with expansi'ble the surface o'f the bore 35 in the tubular member 20.

'I'he lower end of' thev tubular valve stem 33 projects through the bore 35 and is engaged by the air-valve actuating mechanism which will be described later.

`To maintain n on the lower 'inner surfaced of tubular member 20 and a shoulder 38 on ythe lower outer surface of the tubular valve stem 33. Air is introduced into the annular space 39 beh engag'e tween the inner surface of lar member 20 and the outer lar valve stem 33 :through a port 40 in the lower end of the stationary tubular member 20.

inlto chamber 29 through a port the stationary tubusurface of the tubuin the lower end of the bular valve stem 33. Fuel is conducted to the port 5'3 through a flexible fuel 'line 54 to permit volume than the low-pressure cylinder erably has a diameter smallerV than let 23intothe pipe 94.

expansion end of the low-pressure cylinder into the compression end of the low-pressure cylinder.

The high-pressure exhaust valve which .con-

- trols the passage of gases from the'high-pressure cylinder I3 into the low-pressure cylinder` and the braking mechanism for the high-pressure exhaustvvalveare mounted on the piston 55 of the low-pressure cylinder 5. In the preferred design, the high-pressure exhaust valve is a poppet valve 16 withy a valveseat 11 at the-lower edgecfa valve cage 'I8 centrally located in and unitary with the piston 55.@ The valve cage 18 is provided with a port .19 connectinga chamber 80 of the valve cage 18 with the space.1| ofthe the port 19 into the low-pressurecylinder 5.Ac-

cording to theinventiomthe lower surface of the valve cage 18 is positioned above thev lower surfaceof the piston 55, a distance such that at the end of a downward stroke of the piston,if the poppet. valve 16 is fully seated, the surface8| of the valve 16 will not come in contact with the upper surface of the turbulator 26 but will leave va `small space 30 of about three-sixty fourths of an inch, between the `surface 8| of the valve 16 and the upper'surface of the turbulator 26. The poppet valve 16 is actuated through a valve stem 82 which projects upwardly through an opening in the upper surface of the cage 18 Aand through a -bore in the crown 83 which isunitary with and is centrally located on the cage18. The braking mechanism of the high-pressure exhaustvalve is mounted within the bore ofl the crown 83 and consists of an annular friction member split into three `parts 84, 85 -and 86, the angularity of the three `parts cooperating under lthe effort of a` spring 81 to cause the friction memberito engagejthe Valve stem 82. `Washers 88 and 89 are placed below the spring 81 andonf top of the split `friction. member, respectively, and:v the whole .is kept in place .by atension screw90 screwed intothe bore ofthe'crownv 83.` I

.The stem of a high-pressure `.exhaust valve 16 projects slightly beyond the borein .the ,crown 83 and its flat upper surface 9I ,is adapted to-be operatively engaged by -a `tappet .mechanisrrn yto .bei described later, at. the endfof an upward power stroke. i

vThe ,low-pressure cylinder 5 has spacedr'walls to provide an annular water jacket 92 which is connected through suitable piping 93 ;to thewavter-,jacket 2| of the stationary ,cylinder headrld.

Water circulates from the j-acketsurrounding the lowepressure cylinder to lthe jacket. surrounding the stationary cylinder head and then toa heat exchanger (not shown) through piping 94 and then back to the low-pressure cylinder jacket at 95. Due to cleats or spleens 20' screwed or .oth-` erwise secured to the tubulanmem-ber20 the water entering thewater jacket 2|V yfrom the pipe 93 is caused .to flow upwardly along one side of thestationary tubular member' Il, around the upper portion of the tubular member 20 which encloses'the turbulator 26, and then 'downwardly along the opposite side of thestationary tubullar` member HI, before passing through the out- To provide for a supercharging air compressor displacement space when the piston 551s at the `end of a` downward' non-power stroke," the lower surface of the piston 55 is provided with. *two concentric 'annular projections 96 and 91 `to form an annular space 98 with the` upper surfacepof the housing 56. i 1

Supercharging air is drawn into the'low-pressure cylinder 5 through a port 99rat.` the compression end of the low-pressure cylinder 5 during an upward non-power stroke of the piston 55, and on a subsequent downward non-power stroke A,of the engine the piston 55 acts as acompressor for the supercharging air and forces theair out of the low-pressure cylinder 5 through a port |00 -at the compression end of the low-pressure cylinder-into a chamber I0| provided-with a relief valve ||9 to relieve against` excessive pressure. The compressed air chamber- -,|0| =is connected with the port |00 throughsuitable piping |02 and `is alsov connected vthrough suitable piping |03 with the air-intake portv in the =stationary tubular member-20.- The .chamber IGI is desir-fl able only in single unit engines.. f y

'The head |04 ofthe low-pressure cylinder 5 is provided with a centrally located annular. projection A|05 adapted to embrace the `crown 83 of the piston: 55 when the latter is at the end of an upward stroke. The annularprojection |05 is also provided with a Water jacket |06 communicating,with-thezwaterjacket 92 of the low-pressure cylinder 5.1 i l f fr The tappetmechanism which engagesithe stem of the high-pressureexhaust valve `to actuate the same is mounted in a `bore `|01 centrally located in the headr|04 of thelow-,pressure cylinder @and consequently vcentrally located withl respect .to

the annular projection |05. yA tappet l|08 is slida'bly mounted within the bore; and the upper portion ofthe latterwhasa diametervlarger than the lower portion to provide for a'packing |09 whichy Iis kept in placeby a suitableqpacking gland vI I0. -To maintain the tappet |08 normally out, of engagement with the stem 8210i the highpressure exhaust valve,` an extension .springll II is interposed between-a crown; I I2 on the tappet |08 and a crown, I I3 onthe ,packing gland I'IIJ.=

Followingfa ,downwardl power stroke, the expansionspace :1I ofthe low-pressure 'cylinder 5 will rbe filled with `Waste gases Whichmustbe removed y on .i the: subsequent upwardI y nonpo'wer stroke of ,theV piston 55. -To permit the exhaust of fsuch waste, gases,` thefcasin'g of thef low-prem sure cylinderLB is .providedxwithaporti'l I4, and passagepof gases therethrough.y is r controlled by a `low-'pressure exhaust valve; preferably. in `the form `lof,l a poppet; valve |1I5 normally seated-on the inner end of fabore;` H6 inr the'casing ofthe 'low-pressure..cylinder 5. The .stem ||1-of the poppet `:valve I I 5 projects horizontally through. a vbushing I8 mounted.. on the .bore II6 outside ofthe low-pressure cylinder casing,` wherevit is engaged by an actuating mechanism ,f which-wil1 berdescribed later. /Tovmaintain the low-pressure exhaust-valve VlH6 normally seated, an extension spring |20 is interposed `hetweenthe'bushing` I.|8`

and a washer |2| kept in y'place by acap 'nut |22 havingV :a `hemisphericalsurface: to be engaged by a cam 'to actuateA thev low-pressure exhaust valve.

`In.order that `the operation of the high-pressure exhaust valve 116, fthe 'low-pressure exhaust valve .I|5, theJair-valve 3|, and the fuel-valve" 42,*shal1'be timed properly lwith respect `to `the speed-of the engine sovthat actuation .of these valveswill take place atthe proper instant in vscrewed onto theextremity of the stem ||1,"and

the operating cycle of the engine, thecrankshaft ported in the bearings |26 held in a suitable port in the crank case. The size of the gears |23 and |24 is such that a 2:1 speed reduction is obtained. A bevel gear |21 is mounted at the other end of the shaft |25, outside the crank case, and engages a companion bevel gear |28 having the same number of teeth, and mounted at the lowest extremity of a vertical timing shaft |29, held in suitable bearings |30 and |3| supported by arms |32 and |33 projecting laterally from the low-pressure cylinder casing and from the crank case, respectively.

'Ihe low-pressure exhaust valve `I|5 is actuated by a cam |34 mounted on the vertical timing shaft |29 and engaging the hemispherical surface of the cap nut |22 at the extremity of the stem I |1 of the valve I|5. Since the vertical timing shaft |29 is rotating at one half the engine speed, the low-pressure exhaust valve will open once in two revolutions of the crankshaft.

To actuate the tappet controlling the operation of the high-pressure exhaust valve 16. the vertical timing shaft |29 is provided with another bevel gear I 35. adapted to engage a companion bevel gear |36 having the same number of teeth and mounted on a horizontal timing shaft |31 supported in suitable bearings |38 and |39 held in brackets |40 and |4| projecting upwardly from the head |04 of the low-pressure cylinder 5. 'I'he tappet |08 is actuated by a cam |42 mounted on the horizontal timing shaft |31, and since the latter is rotating at one half the engine speed, the tappet |08 will open the highpressure exhaust valve 16 once in two revolutions of the crankshaft.

'I'he operation of the high-pressure exhaust valve and of the low-pressure exhaust valve is synchronized with the operating cycle of the engine by the proper positioning of the cam |34 on the vertical timing shaft |29, and of the cam |42 onthe horizontal timing shaft |31.

To actuate the air-valve and fuel-valve, the crankshaft 8 is provided with a gear |43 meshing with another gear |44 mounted at one end of a shaft |45, supported in a bearing |46 held in a suitable port' in the crank ease. As in the case of the gears for driving the timing shafts, the size of the gears |43 and I 44 is such that a 2:1 speed reduction is likewise obtained. A cam |41 is mounted at the other end` of the shaft |45, outside the crank case, and is adapted to rotate between the extremities of two substantially parallel rocker arms |46 and |49. The portion of the rocker arm |48 engageable by the cam I 41 is xed in length so that for a given speed of rotation of the cam |41, the rocker arm |48 will be subjected to upward motion during a given period of time, whereby the time of contact between the cam and the rocker arm will be constant. The portion of the rocker arm |49 engageable by the cam |41 may be varied in length so that for a given speed of rotation of the cam |41, the rocker arm |49 will be subjected to downward motion for a variable period of time. To that end, the rocker arm |49 consists of a rod |50 threaded through openings in the guide members |5| and |52 rigidly mounted on the arm |48. The portion of the rocker arm |49 engageable by the cam |41 may be manually adjusted or varied through a governor mechanism (not shown) driven in any suitable manner from the crankshaft.

The other extremity of the rocker arm |48 is rigidly mounted at one extremity of a horizontal rocker shaft |53 supported in suitable bearings on the crank case. Another rocker arm |54 is rigidly mounted at the other extremity of the horizontal rocker shaft |53 so that rocking motion imparted to the rocker shaft |53 by the spring 36 and open the air-valve 3|; when the rocker arm |54 is moved downwardly, the forked ends will engage the ball 48 and pull the rod 46 downwardly against action of the spring 5| to open the fuel-valve 42. Thus, downward movement of the rocker arm |54 controls the injection of fuel, and upward movement of the rocker arm |54 controls the injection of air. vSince for a given engine speed, the duration of downward movement of the rocker arm |54 may be varied, the quantity of fuel injected may be varied while the quantity of air fed to the engine remains constant.

I'he operation of the air-valve and of the fuelvalve likewise is synchronized with the operating cycle of the engine by the proper positioning of the cam |41 on the shaft |45.

'I'he engine may be started by air or steam pressure or by other starting means.

In starting, during the upward non-power stroke of the piston 55, air is drawn into the low-pressure cylinder through the port 99, and during the subsequent downward nonpower stroke of the piston 55, air is compressed below the piston 55 and is pumped out of the lowpressure cylinder 5 through the port |00 into the compressed air chamber |0I. Also, during the upward non-power stroke, the air-valve 3| opens and the high-pressure cylinder I3 is lled with air which is compressed into the combustion chamber in the stationary cylinder head |4, during the subsequent downward non-power stroke. At the end of this stroke, fuel is injected through the port 4| and is thoroughly commingled with compressed air in the high-pressure cylinder I3 where it will bin'n quickly and completely. Combustion will push the piston 55 upwardly and at the end ofthe upward power stroke, the tappet |08 engages the stem 82 of the high-pressure exhaust valve 16 and moves it inwardly against the brake mechanism which will hold the valve stem 82, thereby maintaining the high-pressure exhaust valve 18 open. Thus, the products of combustion will pass from the high-pressure cylinder I3 into the upper or expansion end of the low-pressure cylinder 5, so that the piston 55 therein will move downwardly and perform a downward power stroke.

During the downward power stroke, the products of combustion still remaining in the highpressure cylinder I3 will be pumped out through the high-pressure exhaust valve 16 kept open by the braking element, and at the end of the downward power stroke the impact of the fact 8| of the high-pressure exhaust valve 16 against the turbulator 26 will cause the valve stem 82 to move upwardly against the brake mechanism to close the high-pressure exhaust valve 16 to within about three sixty-fourths of an inch of its seat. At the end of the downward power stroke. the low-pressure exhaust valve ||5 opens and the cycle is repeated. Thus, during the folpressure cylinder 5, the waste gases leaving .through the port IM, the air-valve 3l opens kand air enters into the high-pressure cylinder, vand `on the next downward non-power stroke 4the piston -55 will compress the air Vin thel highpressure cylinder to an extent that will be suiiicient to finally seat the high-pressure exhaust valve 'I6 at the 4end of the downward non-power stroke.Vv From the foregoing, it willappear that the downward `non-power stroke and the upward power stroke of the. piston 55 are idle strokes in .so far as the space inl; theexpansion chamber Il` of the low-pressure cylinder 5 `is concerned. Thus, the engine operates `as a supercharging engine requiring two revolutions of the crankof thecycle and two power strokes immediately following each other during the secondrevolution What is claimed is: 4 l-An internal combustion `engine comprising a stationary cylinder head," a vhigh-pressure'combustion cylinder reciprocable about said stationary `cylinder .head finto which constituents of a combustible mixture are introduced and in'which ignitiontakes place and theproducts of combustion partially expand, a low-pressure cylinder in tandem relation with respect to said high-pressure. cylinder in which further expansion of the productsof combustion'takes place, a piston reciprocableinsaid low-pressure cylinder having a port-through which the gases from' the highpressurercombustion cylinder enter the low-pressure cylinder for further expansion, andmeans for controlling the 'passage of gases through said port,.'said` controlling means comprising a valve mechanismlincludingfa valve adapted to close saidport, a= stem: for said lvalve and a part adapted to engage said stationary cylinder head, means engageable withv the valve stem to lmove the same'relative tofthe'pisto'n, thepart of said valve mechanism which isadapted to' engage ,said stationary cylinder head;` whenfthe valve is open and the piston approaches saidstationary cylinder head, `impinging against said"station`ary cylindery head vand causing fthe valve to be moved to a partially :closed position, said valve being moyed toits completely closed Aposition by the forces exerted by the compression of gases in the high-pressure cylinder, the relative position ofsaid stationary cylinder Ahead tosaidpis'ton, lwhen said piston is in itsextreme inward position, being such that said part' of the-valve mechanism which is adapted to engage said 'stationary cylinder head will not implnge thereagainst when the valve is in its completely closed position, and braking means engaging said valve stem` and y"exerting a frictional force. thereon to retain said stem ln any position as long as the force tending to move the valve stem ,relative to the piston is less than the retainingforce of the brakingA means.

2. An internalcombustion engine comprising a stationary Vcylinder head, a high-pressure combustion cylinder reciprocable about said station- 4ary cylinder head into which constituents of a --takes-.placa a Ipiston reciprocable in said lowpressurelcylinder and-'unitary 'with said highpressure cylinder to reciprocate therewith, said and means forv controlling the` passage of gases through said port, `said controlling means compiston having-a port through which the gases f from the high-pressure combustion cylinder enter 'the low-pressure cylinderfor further expansion,

prising a valve mechanism including a valve adapted toclose the port having ar valve head adapted to engage said stationary cylinder head, and a sternl for saidvalve, means engageable with the valve stem to move the same relative to the cylinder headand causing .the valveto be moved to a `partially closed-position,` saidfvalve `being moved to its completely closed position by the forces exerted bythe compression ofgases inthe high-pressure cylinder, the relative position of said stationaryL cylinder' head tofsaid piston, when -said piston is in its extreme inward position, be-

vpiston, the ,valve head; when the valve is open vancl the piston approaches said stationary cylinder head, fimpinging against said rstationary ing such that said valve head` will not impinge thereagainst when the valve is in 'its completely `closed position; and braking' lmeans engagingI said valve stemfandlexerting `a frictiona-l force thereon to retain said stem in' anyposition `so long as the ,iforce tending to move the-valve' stem relative to the piston is less thanthe retaining force offthe brakjngfmeans .g

1, 3. An internal combustionengine comprising a stationary cylinderf head, Ta high-pressurecylinderreciprocablefabout'said stationary cylinder 1 head and formingfwithisaid stationary cylinder head a combustion cham-ber 'into' which`-`com pressed air and fuel are-introduced to form a combustible mixture and in" which ignition ofthe.

mixture .takesplaeeandj the products of commeans connecting the outlet" -p'ort ofthe low-A pressure cylinder with said air-inlet means. 'of the-stationarycylinderv head, whereby air enteringthe low-pressure cylinder will-lire 'compressed andj pumped out of said low-pressure cylinder by the piston therein on its compression "stroke for introductionn intosaidl air-inlet meansfof the` `sta.-`

tionary cylinder head. c,

"4. An internal combustion'nengine comprising a'stationarycylinder head," a high-pressure cylinder reciprocable about said stationary cylinder head and yforming with'said stationaryy `cyllindem head a 'combustionchamber intofwhich compressed air andfuel'are' introduced lto jfrm'a combustible mixtureand in' which ignition of the mixture takesplace and the' products of combustion partially expand,` a'low-pres'surer cylinder in which further expansion of the products' of combustion takes place, said low-pressure cylinder having at its compression end'inlet` and outlet ports through whichv air `entersan'd leaves lrespectively,1a piston reciprocable in said low-pres'- sure cylinder, air-inlet means in said stationary cylinder head, and meansvconnecting the outlet port of the low-pressure cylinder withsaid airinlet means of the stationary cylinder head. in-

pressure cylinder by the low-pressure cylinder piston on its compression stroke for introduction into said air-inlet means for the high-pressure cylinder.

5. An internal combustion engine comprising a stationary cylinder head, a cylinder reciprocable y about said stationary cylinder head and with said stationary cylinder head forming a combustion chamber, said stationary cylinder head including an outer tubular member, an inner tubular member substantially coaxially positioned within said outer tubular member, means for passing a constituent of a combustible mixture through said outer tubular member and about said inner tubular member into said combustion chamber, means for passing another constituent of the combustible mixture through said inner tubular member into said combustion chamber, means for controlling the passage of the constituent of the combustible mixture through said outer tubular member, means for controlling the passage of the other constituent of the combustible mixture through said inner tubular member, and means constantly tending to maintain the passage through said tubular members closed.

' 6. An internal combustion engine comprising a lstationary cylinder head, a cylinder reciprocable about said stationary cylinder head and with said stationary cylinder head forming a combustion chamber, said stationary cylinder head including an outer tubular member, an inner tubular member substantially coaxially positioned within said outer tubular member, means Y for passing a constituent of a combustible mixture through said outer tubular member and about said inner tubular member into said combustion chamber, means for passing another constituent of the combustible mixture through` said inner tubular member into said combustion chamber, means for imparting turbulence to the combustible mixture, means for controlling the passage of the constituent of the combustible mixture through said outer tubular member, means for controlling the passage of the other constituent of the combustible mixture through Asaid inner tubular member, and means constantly tending to maintain the passage through said tubular members closed.

7. An internal combustion engine comprising a stationary cylinder head, a cylinder reciprocable about said stationary cylinder head and with said stationary cylinder head forming a combustion chamber, said stationary cylinder head including an outer tubular member, an inner tubular member substantially coaxially positioned within said outertubular member, means for passing air through said outer tubular member and about said inner tubular member into said combustion chamber, means for passing fuel through said inner tubular member into said combustion chamber, a valve for controlling the passage of the air through said outer tubular member, said inner tubular member being the stem of said airvalve `and being slidably mounted within said outer tubular member to operate said air-valve, said air-valve having a port for the passage of fuel from said inner tubular member to said combustion chamber, a valve to open and close said port, a rod slidably mounted within said inner tubular member to operate said fuel valve, and

springs cooperating with said inner tubular memabout said stationary cylinder head and with said stationary cylinder head forming a combustion chamber, said stationary cylinder head including an outer tubular member, an inner tubular member substantially coaxially positioned within said outer tubular member, means for passing air through said outer tubular member and about said inner tubular member into said combustion chamber, means for passing fuel'through said inner tubular member into said combustion chamber, means for imparting turbulence to the combustible mixture, a valve for controlling the passage of the air through said outer tubular member, said inner tubular member being the stem of said air-valve and being slidably mounted within said outer tubular member to operate said air-valve, said air-valve having a port for the passage of fuel from said inner tubular member to said combustion chamber, a valve to open and close said port, a rod slidably mounted within said inner tubular member to operate said fuel valveand springs cooperating with said inner tubular member and with ysaid rodconstantly tending to maintain said air-valve and said fuel-valve seated.

9. In an internal combustion engine in which the air is compressed in the combustion chamber thereof and the fuel thereafter is injected into the compressed air and in which the introduction of the air and of the vfuel into the combustion chamber is controlled by separate, substantially coaxially positioned valves; the improvement which comprises, means for operating said valves including a cam, a shaft, an arm rigidly mounted on said shaft and operatively engaged by said cam to swing said arm in one direction, means mounted on said arm and cooperating with said cam to swing said arm in the opposite direction, so that upon rotation of said cam, an oscillatory motion will be imparted to the shaft, andV a second arm rigidly mounted on the shaft and adapted to engage the air-valve-operating means and the fuelvalve-operating means, whereby the oscillatory motion of the shaft is imparted to said second arm to actuate the air-valve-operating means and the fuel-valve-operating means.

10. In an internal combustion engine in which air is compressed in the combustion chamber thereof and the fuel thereafter is injected into the compressed air and in which the introduction of the air and fuel to the combustion chamber is controlled by separate valves; the improvement which comprises means for operating said valves including a cam, a shaft, an armv rigidly mounted on said shaft and operatively engaged by said cam to swing said arm in one direction, means mounted on said arm and cooperating with said cam to swing said arm in the opposite direction, so that upon rotation of said cam, an oscillatory motion will be imparted to the shaft, and a second arm rigidly mounted on the shaft and adapted to engage the air-valve-operating means and the fuel-valve-operating means, whereby the oscillatory motion of the shaft is imparted to said second arm to actuate the air-valve-operating means and the fuel-valve-operating means.

11. In an internal combustion engine in which air is compressed in the com-bustion chamber thereof and the fuel thereafter is injected into the compressed air and in which the introduction of the air and fuel into the combustion chamber is controlled by separate valves; the improvement which comprises means for operating said valves including a cam, a shaft, an arm rigidly mounted on said shaft and operatively engaged by said cam to swing said arm in one direction, a member mounted on said arm and cooperating with said cam to swing said arm in the opposite direction, so that upon rotation of said; cam, an oscillatory motion will be imparted to the shaft, said member being movable to vary the length of the portion thereof engageable by said cam to vary the cycle of the oscillatory motion imparted to said shaft, and a second arm rigidly mounted on the shaft and adapted to engage the air-valVe-operating means and the .fuel-valveoperating means, whereby the oscillatory motion of the shaft is imparted to said second arm to actuate the air-val've-operating means and the fuel-valve-operating means.

12. An internal combustion engine comprising a stationary cylinder head, a high pressure combustion cylinder reciprocable about said stationary cylinder head, means for introducing air and fuel into said high pressure cylinder for ignition, the products of combustion partially expanding in said high pressure cylinder, a low pressure cylinder in tandem relation with respect to said high pressure cylinder in which further expan sion of the products of combustion takes place, a piston reciprocable in said low pressure cylinder having a port through which the gases from the high pressure combustion cylinder enter the low pressure cylinder for further expansion, means for controlling the passage of gases through said port, a housing surrounding said high pressure cylinder and closing one end of said low pressure cylinder, said low pressure cylinder having an air inlet and an air outlet in said end thereof, means for conducting air from said outlet to the air inlet for the high pressure cylinder, piston rings in the side walls of said low pressure piston v:for making a Itight lit with the low pressure cylinder, and piston rings in said housing for making a tight fit `with said reciprocable high pressure cylinder whereby on one of the strokes of saidlow pressure piston air will bel compressed between said piston and said housing and forced through said air outlet for introduction into the in said high pressure cylinder, a low pressure` cylinder` in tandem relation with respect to said high pressure cylinder in which further expansion of the products o1' combustion takes place, a

piston reciprocable in said low pressure cylinder having a port through which gases from the high pressure combustion cylinder enter the low presintroducing air into said low pressure cylinderv between said piston and said housing when the piston is moved to a position away from said stationary cylinder head, said low pressure cylinder having an outlet for air introduced into said low pressure cylinder between said piston and said housing, means for conducting air from said outlet to the air inlet of the high pressure cylinder,

piston rings in the side walls of said low pressure piston for making a tight t with the low pressure cylinder, and piston rings in said housing for making a tight fit with said reciprocable high pressure cylinder whereby as said piston moves toward said stationary cylinder head air introduced into said low pressure cylinder between said piston and said housing will be forced through said air outlet for introduction into the high pressure cylinder through the air inlet means thereof.

14. An internal combustion engine comprising a stationary cylinder head, a cylinder reciprocable about said stationary cylinder head. and with said stationary cylinder head forming a high pressure combustion chamber into which constituents of a combusti-ble mixture are introduced and in which combustion takes place and the products of combustion partially expand, a low pressure cylinder in tandem relation with respect to said high pressure cylinder in which further expansiony ofthe products of combustion takes place, a piston reciprocable in said low` pressure cylinder, means'for introducing gases from the high pressure cylinder into said low pressure cylinder for further expansion, means for controlling the passage of gases from said high pressure cylinder to said low pressure cylinder, a water jacket next to said stationary cylinder head, a water jacket about said low pressure cylinder, a passage connecting said water jackets so that cooling `water may W serially through said water jackets, and means for directing water entering the water jacket next to said stationary cylinderhead upwardly along one side thereof, around the top thereof and then downwardly along the opposite side thereof.

LELLIA L. WILLIAMS.

.Admz'm'stratri of the Estate of Marcy L. Whit field, Deceased. v 

